Steam-engine



(No Model.)

I 3 Sheets-Shpet 1. H. L. DIOKSON.

STEAM ENGINE. v

Patented Feb. 2, 1897.

WITNESSES. I i E m/ VEA/TOR ATTORNEY.

(No Model.) a SheetsSh eet 2.

H. L. DIGKSON.

STEAM ENGINE.

. Patented Feb. 2, 1897.

ATTORNEY.

3 sheets- -sheet 3;

.N O S K 0 T D L H STEAM ENGINE.

Patented Feb. 2, 1897.

' W/T/VESSES: 7

X2. JAW'MQQ/ I ATTORNEY.

UNrrn STATES PATENT @rricn.

HENRY L. DIOKSON, OF GREENVILLE, TEXAS.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 576,433, dated February2, 1897.

Application filed July 14, 1896, Serial No. 599,100. (No model.)

To aZZ whom it may concern:

Be it known that I, HENRY L. DIOKSON, a citizen of the United States,residing at Greenville, in the county of Hunt and State of Texas, haveinvented certain new and useful Improvements in Steam-Engines; and I dohereby declare the following to be a full, clear, and exact descriptionof'the invention, such as will enable others skilled in the art to whichit appertains to make and use the same.

This invention relates particularly to valveoperating devices, thegeneral object being to provide improved means whereby steam is usedeconomically under. varying conditions of speed and load. To this endsteam is cut off in the earlier or later part of the stroke, accordingto the conditionsof the work, the regulation being by means of agovernor, by the engineer, or by both.

In the drawings, Figure 1 is a partial side elevation, partly insection, through the axis of the steam-cylinder of a stationary engine,showing my novel devices in operative position. Fig. 2 is an elevationof the rear side of the cylinder, showing the valve-operating deviceslocated thereon. Figs. 3 and 4 are views similar to Figs. 1 and 2,showing the devices adapted to locomotive construction. Fig. 5 shows inplan certain links and connected devices shown in plan in Fig. 1.

In Figs. 1 and 2, A is an ordinary steamcylinder, 13 a piston workingtherein, and C the usual crank-shaft driven by the piston in theordinary manner, the piston being shown as having just reached the endof its stroke, and the corresponding position of the crank beingindicated by the dotted lines at D. Above the cylinder are rotarybalanced livesteam valves E E, without novelty, opening and closinginlet-ports F F, and below the cylinder are like valves governingexhaust-ports G G. The valve stems or journals project through the faceof the steamchest and bear, respectively, cam-like heads H H, lyingbetween centrally-fixed curved springs I I, which normally hold themagainst rotation and in exact position. Each stem or journal furtherbears a rigid trip-arm H.

Below the upper pair of these arms, or the arms operating theinlet-valves, are reciproeating bars J, sliding in any suitable Ways andbearing oppositely-turned lugs J J, respectively, each adapted to catchthe corresponding arm H when'moving in one direction and swing it withits valve until the point of the lug passes beyond the circular path ofthe arms end. The arm being thus released the springs I instantly returnthe cam-head to its initial position, in which it is stopped veryaccurately by a small projection H which meets the end of the upperspring. Yet as the spring is curved it yields very slightly when its endis struck by the projection, and hence the jar of a hammer-blow isavoided. Evidently the angle through Which each arm is swung or the timeduring which it is held out of its normal position depends upon thedepth of its engagement by the corresponding lug, and this engagement isvaried by means of two eccentrics J 2 J upon which the bars aresupported. The eccentrics are operated by a bar .1 centrally pivoted atJ, and also pivotally connected at J to-each eccentric. The eccentricsnormally have the point of greatest eccentricity in contact with thebars J, and as the pivots J 5 are equidistant from J and also from theaxis of their eccentrics, rocking the bar J g (by de vices to bedescribed) rotates the eccentric equally in the same direction andlowers the bars J, while keeping them parallel to their originalposition, and thus lessens equally the times that the two valves areheld out of their normal positions by the engagement of the lugs J withthe arms 11.

The operation of the exhaust-valves by lugs K upon a single bar K isstrictly analogous, except that no provision is made for varying theextent of engagement of the lugs K with the trip-arms of the valves. Thebar K is reciprooated by common eccentric L upon the crank-shaft 0through ordinary connec tions. The bars J are reciprocated by a similareccentric M, eccentric-rod M, and rods M The rods M are not connecteddirectly to the eccentric-rod M, but are pivoted, re-

spectively, to links N N, whose lower ends are held by pivots N N fixedto the frame or a suitable support. The links lie upon opposite sides ofthe eccentric-rod and are provided with curved slots adapted to receivea pin 0, fixed in the end of the eccentric-rod. The ends of the pin liein longitudinal slots in the ends of arms P, respectively, which swingupon the crank-shaft. These arms are swung by means of a bell-cranklever P and link P the lever being locked in the desired position by theusual quadrant P or ratchet and pawl. The pin is shown as near itshighest point, and from the construction and the illustrated position ofthese links, neither of which is at its limit of travel, it is evidentthat by depressing the arms P one of the links will be swung toward thecrank-shaft and the other in the opposite direction, and thus the lugs JJ will be caused to approach each other. in their new positions theyrelease the arms II, respectively, earlier in the stroke. It is alsoobvious that as the pin is carried downward the links must swing throughincreased angular space, for the variation of the pins distance from theaxis of the crankshaft is constant, being twice the eccentricity. Itfollows that as the pin is depressed the bars J move through greaterdistance, though always in the same time, and hence that the valves areoperated more suddenly, although with no more frequency.

The bar J is automatically swung upon its central pivot by means of anordinary governor Q, which as the speed increases pushes the bars outerend downward, and by lessening the engagement of the trip-arms, in themanner already described, lessens, independently of the links N N, thetime that the inlet-valves are held open.

Figs. 3 and 4 show the devices as applied in alocomotive, the governorbeing of course omitted. The crank-shaft, the steam-cylinder, theeccentric L, and the connections operatin g the exhaust-valves areunchanged, but the eccentric M is replaced by the ordinary eccentricsand link construction R R R R R R in themselves operating in the usualmanner. Instead, however, of the ordinary direct connection of the linkdevices with the inlet-valves, a rod S extends onward from the linkpinand bears near its end a pin O,'working in the slots of links N Npivoted and operating as before described, and connected by rods M tothe valve-operating bars J, respectively. The rods M are shown asconnected to their links N N far below the upper ends of the latter, sothat the possible throw of the bars'J may be short when the noveldevices are added to an old engine. Where the engine is wholly new, theeccentrics are made with less throw, so that this expedient is notneeded. The pin 0 is raised and lowered by a simple bell-crank T andlink T. In this case no provision is made for lowering the bars J, butotherwise the parts upon the steam-cylinders and steam-chests are thesame as in the form first described.

It is apparent that with eitherengine steam can be admitted duringalmost the whole time of the pistons advance or during practically anyfraction of that time, or, in other words, that steam may be usedexpansively to any degree that the work may at the moment warrant, thatthe cut-off is instantaneous, and that the exhaust-valves are operatedindependently of changes in operation of the inlet-valves and are alwaysfully opened at the end of the stroke and for an interval. long enoughfor complete escape of steam.

That I claim is 1. The combination with the eccentric-rod bearing thelink-pin, of the independentlypivoted slotted links engaged by the pin,the rods connecting the links respectively to devices controlling theengine-valves, and means for varying the distance of said pin from thelink-pivots.

2. The combination with the steam-chest and the rotary valves leadingtherefrom, of springs arranged to resist rotary movement of the valves,trip-arms projecting from the valvestems, bars arranged to reciprocatealongside the trip-arms and provided with lugs for engaging the latter,and means for controlling the extent of such engagement.

3. The combination with a steam-cylinder having separate inlet-valves,of separate sliding bars each provided with devices to engage, open andrelease the corresponding valve, an eccentric, a rod reciprocated by theeccentric and connected to both bars to slide them simultaneously, andmeans for at will varying the distances of the two bars from theeccentric.

at. The combination with the cylinder having separate inlet-valves, ofdistinct reciprocating bars bearing devices arranged to engage, open andrelease the corresponding valves as the bars move forward and back, aneccentric-rod connected to'the bars to reciprocate them simultaneously,and means for at will varying the relative distances of the bars fromthe eccentric and the distance through which the latter moves them.

5. The combination with a steam-cylinder having distinct inlet-valves,of bars mounted to reciprocate together alongside said cylinder, one ofsaid bars being provided with devices to engage, open and release onevalve as the bars move forward, and the other with devices to actuatethe remaining valve in like manner as the bars return, and means for atwill varying the distance between the devices operating the two valves,respectively.

6. The combination with the valve-stems provided with the cam-like headsand the trip-arms, of the springs embracing said heads and offeringyielding resistance to their ranged to rock said lever upon its central1o rotary movement, and devices arranged to pivot as the speed of thegovernor varies. engage the trip-arms at suitable intervals and Intestimony whereof I aflix'my signature compel such movement. in presenceof two Witnesses.

7. The combination with the reciprocating T T bars having theValve-operating projections, HENRX DIOKSOL' of the eccentrics supportingsaid bars, the centrally-pivoted lever having its arms pivoted to theeccentrics, and a governor ar- Witnesses:

HUGH M. STERLING, WALLACE GREENE.

